guernsey



(N Model.)

W. B. GUERNSEY.

AUTOMATIC OAR BRAKE.

Patented- Nov N. PETERS. min-WM. Washiugt cm. v.1

" UNITED STATES,

PATENT OFFICE.

WILLIAM B. GUERNSEY, OF NORWICH, NEW YORK, ASSIGNOR TO JANE M. GUERNSEY, OF SAME PLACE.

AUTOMATIC CAR-BRAKE.

SPECIFICATION forming part of Letters Patent No. 288,569, dated November 1.3, 1 883,

' Application filed June 23, 1882. (No model.)

1o draw-bar brakes by which the initial relations of brake application, which are automatically assumed upon the first starting of the car, will be maintained until movement has ceased either absolutely or' to such a modicum of speed as may have beenpredetermined by the apparatus; and a further object of my inven tion is to provide for the automatic adjustment of the brake apparatus by which an application of the brakes will not occur when,

after the car has been stopped, it is moved in a direction contrary to that of its preceding movement.

My invention will be shown and described as adapted for use in connection with a systom ofautomatic canbrakes such as I have described in application No. 63,255, filed the 5th of June, 1882, but dispensing with the ba1- anced brake-beams therein described. My present invention is, however, easily applicable to almost any form of automatic brake device.

That my invention may be fully understood, I will proceed to describe it witlrreference to the accompanying drawings, in which- 3 5 Figure 1 is a vertical longitudinal section of a car-truck and part of the platform with the invention applied. Fig. 2 is an elevation of the governor and stop mechanism on a larger scale. 1

A car fittedwith the system of brakes described in my application hereinbefore referred to would, at the first movement of its drawbar, in an attempt to start the ear in a direction contrary to its last movement, have its 4 5 brakes applied. Such application would bring a stress on the periphery of the barrel 1 on the hand-brake shaft 2, which forms one terminus of the brake system, the draw-bar constituting the other terminus. I

hence appear that, if the said barrel 1 be free to rotate either with or without the shaft 2, the automatic brake system will be disen gaged and the brakes released, permitting the automatic apparatus to assume new relations, insuring the application of the brakes whenever the speed of the train-motor shall drop below that of the car, as is fully explained in my application before referred to. If, now, the shaft 2 be held against rotation by the engagement of its pawl and ratchet 5, the barrel 1 is likewise prevented from rotation, excepting by sliding upward on the shaft to'a surficient distance to disengage the clutch 3 4.

The teeth of the clutch 3 4 are so sloped on their engaging faces, as clearly shown in' Fig. 1, that the stress of brake application, exert= ing a rotary force on the barrel 1, will tend to separate the membersof the clutch, and will hence release the brakes, provided there exists no impediment to the coincident upward movement of the barrel 1 on the shaft 2. An impediment to this upward movement is provided in an arm or mutilated wheel pivoted at its inner extremity to the outer end of an arm, 8, which is pivoted to the hangers 9, and

forms the medium of connection with the adjusting devices of the brake mechanism, as described in my former application above referred to. vided with gear-teeth, meshing with those on the drum 1, and said arm is so pivotec l to the arm 8 as to swing laterally with thebarrel 1; but has no vertical movement independent of the arm 8.

The lever 8 is fulcrumed to the lower end of hanger or hangers 9, and its outer extremity is pivotally connected to the outer end of the lever 8. Theinner end of the lever 8 is jointed to the upper end of a rod, 11, connected by a pin,12, to a crank-arm,13,on the first of a series of multiplying wheels, 14 15 16 17 18 19 20, as

On its outer face the arm 6 is pro- 50 The barrel 1 constitutes asleeve borne upon indicated in Fig. 2, the larger gear wheels Ioo 14 16 18 meshing with the pinions 17 19, so that a slight movement of thearm 13 will be sufficient to impart a complete revolution .to the final wheel 20 of the series. Said wheel 20 is provided with a stop, 21, adapted to engage with the long arm 22 of an-elbow-lever, which is fulcrumed at 24, and is by a spring, 25, connected with its short arm 23, drawn on of engagement with the stop 21.

A centrifugal governor is shown at 26, carried in customary manner by a drivingshaft, 27, and having its sliding sleeve 28 connected to the short arm 23 of the elbow-lever, so that the centrifugal force developed by the rapid rotation of the governor, acting through the sleeve 28, will draw the elbow lever 22 23 in opposition to the spring 25, and bring its long arm 22 into engagement with the stop 21. The governor and multiplying wheels are contained in a case, 29, suspended from the bed of the car by hangers 30, and the required rotary movement is communicated to the shaft 27 by an elastic belt, 31, on the ear-axle, driv ing a pulley, 32, on the extremity of a shaft, 33, which projects from the side of the case 29, and carries on the inside of said case a cog-wheel, 34, gearing with a pinion, 35, on

. the governor-shaft 27.

From the above description it will be apparent that the clutch-disk 3 cannot rise from the disk 4, so as to release the barrel 1 from the handbrake shaft 2 without the depression of thelong end of the lever S, which depression is resisted by the rod 11 and crank-arm 12, so long as the stop 20 is engaged by the elbow-lever 22 23, as represented in Fig. 2. This engagement preventing the separation of the brake is continued by the action of the governor 26, so long as the car is in motion at any considerable speed. As soon as the ear comes to rest or nearly to rest the spring 25, overcoming the centrifugal force of the governor 26, throws the long arm 22 of the elbow-lever out of engagement with the stop 21, which re leases the train of gearing with which ,the crank-arm 13 is connected, and thereby releases the clutch, permitting the barrel 1 to turn on the hand brake-shaft 2, so that no brakingpressure can be applied. lVhen the car is again moved in cit-her direction the automatic-brake apparatus, if not already in the proper position for use for checking the wheelrotation, by a reverse movement of the drawbar, instantly assumes sueh proper position by the contact of the brake-shoes with the wheels. Hence the automaticbrake apparatus is certain to be in position for use before the car acquires a speed sufficient to require the application of the brakes. 'When the speed is once assumed the centrifugal governor 26, drawing the long arm 22 of the elbowlever into the path of the stop 21, closes the clutch 3 4, thereby locking the barrel 1 on the hand brake-shaft 2, and furnishing an effecttive resistance for the automatic brake.

Having thus described my invention, the following is what I claim as new therein and desire to secure by Letters Patent:

1. The combination, with a buffer brak system, of a train of gears for controlling the action of the brakes, said train being controlled bya governor actuated from the rotary parts of the vehicle and determining by its 2. The combination, with an automatic drawbar brake, having a separable clutch constituting the fulcrum for effective brake applications, of a multiple-gear stop, controlled by a centrifugal governor which is actuated from the rotary parts of the truck, said multiplegear stop serving to control the separation of the clutch and thus to secure an automatic application of the brakes while the vehicle is in motion, and also securing their release upon a movement of the vehicle after stoppage, in I W. B. GUERNSEY.

W'itnesses:

OCTAVIUS KNIGHT, HARRY E. KNIGHT. 

